well jburke i'm not much help cause i've never done a conversion nor do i know much about the electronics at all, but i sure hope you the best'v luck on this. makes me kindof angry that this has to be such a special project when it should be a common wal-mart kit. i still have the motorsport maf kit waiting to go in my 92 bronco as soon as i can find (an affordable) way to get the e40d to work. i'll be completley rivetted to this thread. hope your efforts go very well i'll be voting YOU for president if you can make it easier for the rest of us.

 

JBurke,

If you replace the engine harness in its entirety, you might have a couple of small issues.

1) The engine harness from the MAF truck will have connectors, that meet the body harness on the driver's fender for EIGHT cylinders. Your body harness at that connection point will have connections for TWO cylinder banks. Either you will have to get both halves (body and engine) of the connection or pin in the cylinders. I found it easiest to wire up an injection harness and a MAS harness. That was one evening's work.

2) I don't know what engine you have or its firing order (1,3 or 1,5). You might need to swap pins if you have a firing order change.

I don't know what truck and tranny you have. The computer needs to match the tranny.

The Mustang MAS looks like a 70mm unit measured from the outside. It is 55mm when measured at the opening on the input side. I have two Mustang 302 and one Town Car 302 MAS units.

Good luck!

 

OK Guys.....I've got a 89 F250 5.0L 4X4 with C-6 and 3.55 rear ends

The pin outs on the new computer match the firing order, the harness is for the complete engine to computer (no need to splice custom wiring for injectors). The MAF is from a Cobra measures a bit over 70 mm inlet and outlet (matches the combined area of my dual throttle bodies).

I've checked out the pinout diagram on the 95 computer and it has nothing for the transmission (from a five speed manual), which is good, cause my transmission is dumb.

If you check out the pinouts on this wiring harness there are only 15 connector changes (again, no custom wiring for injectors) to match the Mustang AL9 computer (mostly realigining the injector firing orders).

I would think that this same model harness and computer (matched to a e40d tranny would work). Sorry, but don't know, don't care. My tranny is dumb.

Just need to know if I have found the holy grail (with the exeption of replacing the entire engine compartment wiring).

 

JBurke,

You've been doing your homework. That shows.

The first issue issue I see is that the cam in your truck is a 1,5 firing order and the computer is a 1,3 firing order. I made this mistake.

The second issue I see is that your new computer is for a manual tranny. Pin #30 (NDS), which hooks up to starter, clutch, and neutral safety start switches might have a problem on the wire switch states. I AM NOT SURE. It is worth checking out. The writers at FordMuscle used an AOD '88 F150 as a guinea pig with your computer and they got it to work. A tech at FMS told me not to use that computer because it would "burn up" with an AOD.

Good luck,

 

Lance,

I appreciate the heads up on thw two deviations. Switching pimouts on the injector firing sequence shuold be no problem. All of the ECM modules (Mustang, 89 302, and 95 302) have the NDS at pinout 30. I can't imagine why they would have differrent voltage response levels, but will check it out.

Worst case, I can swich to the Mustang AL9 computer and perform the 15 connector pinout changes without building a custom wiring harness.

 

JBurke,

I don't think the NDS pinout issue (if it exists at all) would be voltage related, but rather switch states, i.e. open vs closed, then "anded" together.

I did not do that research because I got a PCM for an AOD. Like I said earlier, the Ford tech guy told me it was a bad idea ("burn up the computer"), but the project truck ('89 302) at FordMuscle used a manual tranny PCM with an AOD, just like you.

IF there is an issue with NDS switch states, then we can build a very simple relay to reverse them.

With luck maybe you can do this in 29 minutes!

 

I would like more info on a maf conversion/ mustang ecu swap

 

I have a question. I was at the local "PNP" and I saw 3 94 Econolines with the 5.0L, E4OD and mass air. Can the harnesses and PCM's be used on a F-150 swap? I might start looking for 95 5.8L mass air ones if it will work.

 

I got my wiring harness and ecm from a F150 5.0L with mass air. The wiring harness and ecms should match what you want. As to the MAF you can use just about any one. I measured my throttle bodies and determined that I needed at least a 70 mm MAF to match the area of the the twin throttle bodies. Yours are the same size. The key is to match the fuel injector size (19lb). The Cobra MAF is regulated to 24 lbs. I have an extra F150 airbox with 70mm MAF (19lb) attached if you are interested.

 

Is there any MAF conversions that will work for the SD 460's?

______________
1990 F250 4x4 460 RC
1995 Mustang GTS 5.0

 

I am working on one right now. Using a wiring harness from a 95 F150 5.0L Mass Air with a Cobra 70 mm MAF and an A9L ecm out of a Mustang. I'll have to change 15 pin locations on the ecm plug, but it should work out. I'll let you know in about 3 weeks. I have a dumb c6 transmission so don't have to worry about that part.

 

This can be done with the mustang ecu. The right way to do it would be to use a tuner and alter the necessary parameters to allow the computer to make accurate calculations with the combination of parts needed for the big block. There's another guy around the site here that has the mustang ECU running a 408 stroker with 30lb injectors and calibrated MAF meter, but he has drivability issues like rich low speed and lean midrange. These problems would be eliminated if the computer was using the correct MAF transfer function and knew the actual engine size and injector flow rate. All these things factor into the calculations made for fuel and ignition curves, and the more inputs that are being fudged the worse it's gonna run. The simplest tuners use free software and DIY flash chips and are pretty cheap to buy($100-200), but the technical knowledge required to use it is substantial. There are more user friendly alternatives as well but the cost is higher of course, the Tweecer will run $380-550 and some of the SCT handheld tuners will cost $750-1000.

 

Paul,

Are you indicating I would be better served using the 95 5.0L ecm and tuning it, as opposed to switching pinouts on the A9L ecm?

John

 

I wan't implying that, but if the truck computer would be a better match to your wiring harness, and it's compatible with whatever tuner you choose, then there's no reason not to use it. And since you need to change most of the factory parameters anyway there's no advantage to using the mustang ECU.

 

Paul,

I am looking at fairly stock conversion. The only things I have planned for the 460 are headers and low flow dual exhaust, a throttle body spacer, and K&N high perf filter. Do you know of anyone that could reprogram the 95 5.0L mass air ecm to a stock configuration for the 460?

John